Cable-railway grip



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J. B. HEVERLING.

CABLE RAILWAY GRIP.

Patented Deo. 20, 1887.

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JOHN B. HEVERLING, OF ST. LOUIS, MISSOURI.

CABLE-RAILWAY GRIP.

SPECIFICATION forming part of Letters Patent No. 374,963-, dated December 20, 1887.

Application iled March 28, 1887.

Serial No. 232,736. (No model.)

.To aZZ whom it may concern:

Be it known that I, JOHN B. HEVERLING, of the city of St. Louis, in the State of Missouri, have invented certain new and useful Improvements in Gable Railway Grips, of which the following is a full, clear, and .exact description, reference being had to the accompan ying drawings, forming part of this specication, and in which- Figure I is a side elevation of my grip. Fig. II is a detail side view showingthe lower part of the grip with the plates removed. Fig. III is a detail end view of that portion of the grip below the conduitrail, showing the cable resting on one of the anti-friction rollers. Fig. IVis an enlarged detail end view of one o f the links. Fig. V is an enlarged detail vertical section of the endless-chain friction-links, taken on line V V, Fig. VI. Fig. VI is an enlarged detail top view of the friction-links. Fig. VII is an enlarged detail horizontal seetion of the frictionlinks, taken on line VII VII, Fig. V. Fig. VIII is an enlarged top view of the supporting-wheel of the grip and the fender. Fig. IX is an enlarged perspective view of the outside friction-link. Fig. X is an enlarged perspective view of the inside friction-link.

My invention relates to a grip for cable railways; and it consists in features of novelty, hereinafter fully described, and pointed out in the claims.

Referring to the drawings forming part of this specification 1 represents the two uprghts of the gripframe, which support the several parts of the grip mechanism. They are surniounted by the double rack-arch 2.

, The double grip-beam 3 consists of two horizontal parallel bars or plates that are secured by their ends to each side of the uprights of the frame, leaving a narrow space between them the thickness of the uprights for the working of the depressing-plate that actuates the grip. Portions of the grip-beam extend beyond the uprights and havejournal-bearings 4, in which work the axles 5 of the wheels 6, which travel on the slot-rails 7 and which support the grip, and thus relieve the grip-car of the weight and jar resulting from the action of the grip, and, also, extending, as they do,

beyond the grip frame, they steady and-brace the grip.

8 is a fender secured to the extensions 9 of the grip-beam. The fenders protect the wheels and clear away any obstructions that may be lying on the slot-rails.

10 are cross-bars secured to the sides of the uprights 1 by rivets or otherwise,and near the center of said cross-bars are the pivot-bear1ngs 11 of the operating-lever 12.A The lever works between the two guides 2, ou which are ratchet-racks 13 and 14, of which the teeth stand in opposite directions.

15 and 16 are pawls engaging, respectively, the racks 13 and 14. These pawls are secured to the lever and work on the pivot-pin 17. The pawl 15 engages the rack 13 and holds the parts in braking position, while the pawl 16 engages the rack 14 and holds the parts 1 n gripping position. The former positlon is shown in Fig. I. rIhe pawls are connected to rods 18 and 19, by which they may be lifted in the usual manner.

The part of the hand-lever below the fulcrum 11 is marked 20, and is connected by a pintle-pin, 21, to the upper end of an extension-link, 23. are connected by the screw-threaded couplingbolt 24, that is made with right and left hand screw-threads, which screw into the heads 22.

25 are janrnuts which turn on the bolt and have bearing on the heads to hold the bolt tol its adjustment. The lower head 22 of the link is connected by a pintle, 27, to the movable plate or head 26,carrying the upper grlpjaw and the friction-brake. On thelower end of the plate 26 there are placed anti-frict1on rollers 28, which work on pivot-pins 29.

3() is an endless chain which works over the friction-rollers 28.- The friction-chain is constructed of links 31 and 32. The construction of the links is shown in Figs. IX and X, the former showing one of the side links and the latter one of the middle links. Between the friction-rollers 28 is a xed block, 33, around which the chain runs when the grip is not loose. The friction of the links on the 'block prevents the movement of the chain The two heads 22 of the link- IOO iill the spaces between the rounded ends of the central links, 32, so that the straight part 36 of the chain is solid, (see Figs. II and VL) and the chain has solid bearing-faces against the block 33 on one side and the cable on the other side. The links 3l have round recesses 37 concentric with their rounded ends 34, to receive the rounded projections 4l of the central links, 32,said projections and recesses forming the articulation of the links. The links are locked together by pintle-pins 42, passing centrally through the articulation. Y

The outer bearingsurface of tne chain 30 is grooved at 37 to it the cable, while the in` ner face is dat to lit the faces of theanti-fricn tions 40 on both sides to lill the space between the rounded ends 34: of the links3l for the same purpose as the projections 35 of the links 3l.

The arbors 29 of the anti-frietion rollers 28 are supported in the side plates 38, whose ends 39 overlap the uprights. These side plates also give support to the b1ocks33,which are riveted or otherwise secured between them. The side plate 38, upon one side, (or both,) carries a brakeshoe, 43, which, when the uppergrip-jaw is lifted to its highest extent, as seen in Figs. I and III, bears against the under side of the grip-slot rail and stops the car.

To the lower ends of the uprights lis attached the lower and Xed jaw, 44, having at each end rollers 45,0n which the cable 46 constantly bears. These rollers turn on arbors 47,iXed in the side plates 48, which are themselves attached to the upright l. This jaw has anti-friction rollers, endless chain, and

bearingblock similar to that described in connection with the moving jaw.

As hereinbefore said, when the parts are in the position shown in Figs. I and III, the cable is not gripped and the brake 43 is applied to the slotrail. To unbrake the car, the pawl 15 is disengaged from rack 13 and the lever moved to the left. This causes the movable jaw to descend, and a suiiieient movement causes the cable to be gripped.

The grip may be retained by the pawl 16 engaging the rack 14. This position of the jaws is shown in Fig. II.

I claim as my invention ble-grip supported on wheels running on the grip-slot rails.

2. The endless bearing-chains articulated on rounded projections cast upon each alternate link,enteringsimilar recesses in the otherlinks, and held together by pintle-pins passing een trally through the articulations.

3. The bearingchains composed of links rounded at the ends concentrically with the axis of articulation, and filling projections occnpying,when the chain is straight, the space between the rounded ends, substantially as set forth.

4. The bearing-chain grooved at the outer side to fit the cable, and having the spaces between the rounded ends of the links filled by projections of the intermediate links, substantially as set forth.

JOHN B. HEVERLING.

In presence of- Gao. H. KNIGHT, JOSEPH IVAHLE.

I. The fender V8, in combination with arca Y 

